Automatic coupling for railway-cars.



Patented Aug. 26, I902.

A. A. ROSENGREN. AUTOMATIC COUPLING FOR RAILWAY CARS.

lApplicatiOn filed June 10, 1901) 2 Sheets-Sheet I.

(No Model.)

m VENTOR n61 7 V m W I T/VESSES l YTBBN US THE Norms Pzrzns co. Pnomuma, wnsumm'cm n. c,

No. 707,724. Patented Aug. 26, I902.

A. A. ROSENGREN.

AUTOMATIC COUPLING FOR RAILWAY CARS.

(Application filed June 10, 1901.

2 Sheets-Sheet 2.

(No Model.)

[NV EN T010".

WITNESSES: swim...

Ana/Ma s.

lTE STATES PATENT OFFICE.

ANDERS ANDERSSON RosENeREN, OF nALMo, SWEDEN, ASSIGNOR OF ONF- HALF TOPER HANSSON, OF DALKOPINGS, 'rnELLEBoEe, SWEDEN.

AUTOMATIC COUPLING F OR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 707,724, dated August26, 1902.

Application filed June 10, 1901'. 'Serial No. 63,936. (No model.)

To all whom it may concern: Be it known that I, ANDERS ANDERSSONROSENGREN, a subject of the King of Sweden and Norway, and a resident of11 Kornettgatan, Malmo, in the Kingdom of Sweden, have invented certainnew and useful Improvements in Automatic Couplers for Railway- Cars, ofwhich the following is a specification, reference being made to theaccompanying I0 drawings. This invention relates to improvements in suchautomatic couplers for railway-cars in which the couplin g-1ink of theone of two cars which are to be coupled together is, previous to thecoupling operation, kept in a position from which it may enter intoengagement with the coupling-hook of the other car in consequence of thebuffers being pressed inward when two cars are brought together. Theinvention consists in the firstins tance of'ratchet devices combinedwith the'coupling-links and keeping them in the mentioned position, intowhich the links are swung up by an operation executed outside thebuffers, the links being disengaged when the buffers at the bringingtogether of two cars are pressed inward, in consequence whereof theraised coupling-link is permitted to fall down into engagement with thecoupling-hook of the other car. The coupling operation will thus becompletely automatic. The invention has, furthermore, for its object anarrangement ordevice between the ratchet device of a car and each of thecorre-- spondingbni'fers and which can be readjusted through a simplemanipulation carried out by a shunter at the side of the car. Inconsequence of this operation two cars may push against one anotherwithout being coupled 40 together, even if the coupling-link of the one-car or the other is adjusted for the coupling operation.

The invention has, finally, for its object some arrangements or devicesin couplers carried out as stated above-for instance, in

their coupling-links, &c.

The accompanying drawings illu strate couplers constructed according tothis invention and mounted on the ends of two railway-cars.

Figure 1 is a plan View of the couplers, and Fig. 2 a section of thesame on the line A B in Fig. 1. Fig. 3 illustrates a side view of abuffer with the devices attached to the same, while Fig. 4 is across-section of the same.

At each end of a railway-car provided with the coupler in question is acoupling-hook 1, which in Figs. 1 and 2 is shown to be mounted on thebuffer-beam, though it may be connected to the frame of the car in anyother manner. buffer-beam at a point above the hook I, the constructionof this link being stated below. The bufler-spring casings 3 carrybearings 4 for a shaft 5, running along the end of the car. This shaft5, which also rests in sup- 65. ports 6, extending upward from the hook1, is provided with a double crank 7, the pin of which passes through aslot 8, made in one of the parts of the coupling-link. The ends of theshaft 5, extending beyond the buffers, carry hand-wheels 9, levers, orthe like, by means of which the shaft can be operated from the one sideof the car or the other in order to adjust the coupling-link into theposition shown with dotted lines in Fig. 2. For this adjustment thehand-wheel 9 is turned in such a direction that the pin of the crank 7acts on the upper side of the slot 8. The couplinglink is kept in saidposition by means of pawls 10, pivoted to the bufier-spring casings andengaging into ratchet-wheels ll, fixed on the shaft 5 near thehand-wheels 9. The

pawls 10 are pressed against the ratchetwheels 11 by means of spiralsprings 12 (see Fig. 3) and are extended below their pivots 13. In theseextensions are arranged bearings for a shaft 15, running parallel to theshaft 5 and on its ends which project beyond the bufiers provided withhand-wheels 16,

handles, or the like, by means of which the shaft 15 can be turned. Neareach of the A coupling-link 2 is pivoted to the 60 bars or pins 18,which are pressed against the buffer-disks by means of springs 19,located in guides fixed to the buffer-spring casings. In order toprevent coupling together of two cars one of which has its coupling-linkadjusted for coupling and the buffers of which push against one another,the arms 17 are, by means of one of the hand-wheels 16, corresponding tothe said link, swung onehalf of a revolution, so that they do not reachto the bars 18, (see the left-hand side of Figs. 1. and 2,) which cannotbe pushed inward so far as to hit the extensions 14. In both theirpositions the arms 17 rest on lugs or projections 20, arranged on thelower ends of the extensions 14.

As mentioned above, the coupling-links are constructed in a specialmanner. The part of the link intended to engage with the coupling-hookof another car consists of a piece 21 in the shape of a frame, ring, orloop, this piece being provided with a bolt 22, which is directedagainst the car and extends into a frame-shaped piece 23. On the end ofthe bolt 22 turned against the car is fixed a die 24, which glides onthe longitudinal side pieces of the frame 23, the inner sides of saidpieces being for this purpose arranged in a suitable manner. Said sidesare provided with shoulders 25, serving as stops for the die 24 andlimiting the outward directed movement of the same when the link isstretched. A spiral spring 26 surrounds the bolt 22 and rests with itsendsagainst the die and the outer end piece of the frame 23, re-

spectively, causing the coupling-100p 21 to rest against the outer endof the frame 23 when the coupler is not exposed to traction.The-coupling-hook 1 belonging to a coupler acts, when the coupler isexposed to traction, against the inner end piece of the frame 23belonging to'the same coupler. On this end piece there is a projectionor tongue 27, entering into a corresponding recess in the outer end of abar 28, provided with the above-mentioned slot 8, and the inner end ofwhich is connected to the buffer-beam by means of a double link 29,permitting the inner'end piece of the frame 23 to come into contact withthe corresponding coupling-hook when the coupling-link is stretched. Theframe 23 and the bar 28are pivotally connected to one another by meansof a bolt 30, so that the frame 23 and the coupling-loop 21, carried bythe same, can be swung to the one side or the other for being suspendedon either of hooks 31, mounted on the bufier-beam on each side of thecoupling-hook 1. I

In order to keep the frame 23 when the coupler is adjusted for thecoupling together of two cars in such a position that the loop 21 of theone car in the moment of the coupling operation will come to surroundthe coupling-hook of the other car and not to fall on the one or theother side of the same, there is pivotally mounted on the bar 28 a bow32, the intermediate part of which, extending above said bar, isprovided withva button or a handle 33, the bow being arranged in such amanner that the same in its lowered position (see the right portion ofFig. 2) incloses the tongue 27 laterally, so that the link 23 fiatspring 34, in the outer end of which is made an aperture, through whichpasses the bolt 30. This spring serves partly to accelerate the motionof the coupling-link when this falls down into engagement with thecouplinghook and to make said motion more powerful and partly to keepthe couplinglink in its lowered position, so as to prevent the same fromdisengagement with the coupling-hook in consequence of shakingduring therun.

The mode of action of the described coupler will be easily understood.When two cars are to be coupled together, the couplinglink of the onecar is swung to the raised position, (shown with dotted lines in Fig.2,) in which position it is retained by the pawls 10 and theratchet-wheels 11, while the opposite coupling-link of the other carissuspended on either of the corresponding hooks 31. Moreover, the arms 17of the coupler, the coupling-link of which is raised, are thrown intothe position shown in the right part of Fig. 2.

The adjustment of the coupling-link 2 and the arms 17 can, as will beseen from the above, be carried outfro 01 outside the buffers, so that ashunter need not enter between the bufiers for either of theseoperations. He must, however, enter between the buffers whenacoupling-link is to be swung inward or outward, butthis operationneed,especially under the observance of a rule concerning the positionof the coupling-links, only seldom be made, and can be made when nodanger is at hand.

When a car, the coupling-link of which is raised in the same time as thearms 17 of the same car occupy the position for coupling, is broughttogether with another car, the opposite coupling-link of which is swungaside, (the arms 17 of this car should be in the position shown in theleft portion of Fig. 2,) their buffer-disks are pressed in- ICC ward, sothat the bars 18 of the first-men 4 moves down around the coupling-hookof the corresponding car. The cars are thus coupled together, and whenthe coupler is exposed to traction the tractive force is transmittedthrough the coupling-linkviz., from the one coupling-hook to the loop2lthrough the bolt 22 of the same and the die 24;, carried by the boltand resting against the shoulders 25 (and partly through the spiralspring 26, which, however, may not be completely compressed when the dierests against the shoulders) to the frame 23 and from thence to theother hook, or vice versa.

Uncoupling of two cars is executed from outside the buffers by actuatingeither of the hand-wheels 9 (or levers) corresponding to a coupling-linkin action, so as to swing this link upward. As the pawls 10 are at thisoperation caused to engage into their ratchetwheels 11, the coupler isagain adjusted for the coupling together of two cars. If a couplingtogether of two cars which push against one another is not desired, thearms 17 are, as mentioned above, readjusted by turning the shaft 15.This operation may also be executed from outside the buffers.

It is evident that the described coupler may be modified in severalmanners while possessing the characteristic features of this inven tion.Forinstance, the device for disengaging the ratchet arrangement may becarried out otherwise than in the manner described.

Couplers for railway-cars have previous to this invention been providedwith shafts running along the ends of the cars and have had on theirends, which reach to the sides of the cars, manipulatory devices,(hand-wheels, levers, or the like,) wherefore I do not claim thisarrangement in itself.

Having now described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a car-coupler, the combination with a hook and a link, one of saidparts being rigid and the other pivoted, of means for elevating saidpivoted part, pawl-and-ratchet devices for holding it raised, slidingrods designed to be operated by the buffer-heads, and adjustable membersor arms connected to the pawls and designed to be adjusted or moved intoor out of the path of the sliding rods, substantially as described.

2. In a car-coupler, the combination with a hook and alink, one of saidparts being rigid and the other pivoted, of means for elevating saidpivoted part, pawl-and-ratchet devices for holding it raised,sliding'rods designed to.

be operated by the buffer-heads, and adj ustable members or armsconnected to the pawls and designed to be adjusted or moved into or outof the path of the sliding rods and a transverse shaft carrying theadjustable members or arms whereby the arms at each side of the car maybe simultaneously adjusted from one side of the car, substantially asdescribed.

3. In a car-coupler, a hook carried by one car, a link carried by theother, one of said parts being pivoted, a rock-shaft having connectionsfor operating said pivoted part, a ratchet device on said shaft, a pawlengaging said ratchet device, a second rock-shaft journaled in the endsof said pawls, contactarms carried by said second shaft, and slidingrods arranged to partake of the movement of the buffers, saidcontact-arms being arranged to be thrown into or out of the paths of thesliding rods by the rotation of said second shaft, substantially asdescribed.

a 4. In a car-coupler, a hook carried by one car, a link carried by theother, one of said parts being pivoted, a rock-shaft having connectionsfor operating said pivoted part, a ratohet-wheel on said shaft, a pawlengaging said ratchet-Wheel, a second rock-shaft journaled in the lowerends of said pawls, contactarms carried by said second shaft, andsliding rods arranged to partake of the movement of the bufiers, saidcontact-arms being arranged to be thrown into or out of the paths of theslidings rods, and lugs for supporting said arms in either position,substantially as described.

5. In a car-coupler, the combination with the pivotally-supportedcoupling-link having a transversely-hinging portion or shank 27, of abow 32 for engaging the same for preventing transverse swinging,substantially as de scribed.

6. In a hook-and-link car-coupler, the combination with the buffer-beamof a couplinglink, and a double link 29 pivotally connecting said linkto said beam, substantially as described.

In witness whereof I have hereunto set my hand in presence of twowitnesses.

ANDERS ANDERSSON ROSENGREN.

Witnesses:

H. B. 0HIssoN, CARL TH. SUNDHOLM.

